Roadable airplane



Nov. 18, 1947.

R. E. FULTON, JR-

ROADABLE AIRPLANE 5 Sheets-Sheet 1 Filed March 3, 1945 Nov. 18, 1947. R, E, FULTON, g 2,430,869

ROADABLE AlRPLANE Filed March 3, 1945 5 Sheets-Sheet 2 ,NO 18, 1947 R. E. FULTON, JR 2,430,869

ROADABLE AIRBLANE Filed March 3, 1945 5 Sheets-Shed 5 Nov. 18, 1947. R. E. FULTON, JR

ROADABLE AIRPLANE Filed March 3, 1945 5 Sheets-Sheet 4 jiofierilfiilliomfi I Nov. 18, 1947. R. E. FULTON, JR

' -ROADABLE AIRPLANE Filed March 3, 1.945 5 Sheets-Sheet 5 Patented Nov. 18, 1947 EJNITED STATES PATENT OFFICE ROADABLE AIRPLANE Robert E. Fulton, Jr., Washington, D. C., assignor to Continental,

Incorporated, Washington,

D. 0., a corporation of Connecticut Application March 3, 1945, Serial No. 580,842

2 Claims. 1

This invention relates to a vehicle primarily intended for use as an airplane in which a section containing the power unit and the operators controls may be separately used as an automobile.

The history of the airplane is almost as old as that of the automobile. Both appeared at approximately the turn of the century. Yet today, almost a half a century later, there are a very large number of automobiles in this country to every one privately owned airplane.

Such a condition is the result of certain basic shortcomings in the airplane. Airplanes require airports to operate. Airports are of necessity located on the outskirts of communities, not infrequently at considerable distance. Thus the time saved by the speed of aerial transportation is more frequently than not consumed by the ground-travel time required to get from the airport to the fiiers final destination.

Furthermore, the expense of travel between the airport and the community, usually involving taxis, is not inconsiderable. When to this is added the initial cost and upkeep of the airplane plus that of an automobile which the flier undoubtedly owns as well, it is obvious Why few can afford to own an aircraft.

The average automobile ride from point of origin to destination is not over five miles. For every automobile trip of several hundred miles, the average man makes as many as a hundred short local trips. Since he can afford only an automobile or an airplane, his choice is obvious.

This has been the basic factor in retarding Widespread public adoption of the airplane in the past and, unless remedied, will have a serious effect on its future. Various endeavors have been made to circumvent the situation. Closer-totown airports, locally available cars for rent, and other expedients have been offered but they fail to solve the basic practical and economic problems.

While the real cure has been much discussed, little or nothing of a practical nature has been executed to carry it into effect. Obviously there. is much in common between an automobile and an airplane. Both have Wheels, a body, a cab or cabin, a motor, and controls for starting, guiding and stopping. When a pilot leaves his aircraft an airport and takes a cab to town he is leaving behind 90% of the basic elements of an automobileanexpensive and unnecessary procedure which has done more than any other thing to stifle aviation.

Others have recognized this fundamental problem and have made efforts to solve it by accomplishing a transition from airplane to car and back. But the problem has many aspects-mechanical, aerodynamic, practical, safety, economy, comfort, service and maintenance, public reaction and acceptance. Of the several suggested solu tions which have been oifered to date, all have failed due to neglect of one or more of the above features. Most have been so radical in conception and based on such untried principles that they have failed to hold public interest. Others have made contributions which, unless supplemented by many additional features, were of little practical value.

It is an object of this invention to produce a readable airplane by making a practical combination of already accepted-forms and styles of automobile and aircraft designs, thereby making the final unit one of greater public value by virtue of its ready acceptance resulting from its being basically a combination of already familiar elements.

The present invention therefore is concerned with an airplane having a removable section which,

may be used as an automobile for road travel,

i be firmly held together to establish a complete airplane for air travel. When these interlocking means are disengaged the automobile section may be driven upon a road, the airplane section being left behind.

The airplane section includes a number of movable fiight control surfaces which are moved by force transmitting connections leading from them to a position adjacent to the pilot where he can operate these connections. As the pilot is in a cabin of the automobile section it is apparent that these connections must be broken when the automobile section is removed from the airplane section and must be re-established when the sections are re-united. The present invention provides a. means for rapidly breaking and re-establishing these connections.

The control surfaces which should be upon the airplane section include a rudder for determining the forward lateral direction of flight, elevators for determining the vertical direction of flight, and ailerons for determining the level lateral position of the airplane or its banking movement. These control surfaces are customarily operated by manually movable means accessible to the pilot and intermediate force transmitting connections as, for example, cables. Thus the rudder is moved by two foot pedals, the elevators are moved by a back and forth movement of a steering wheel, and the ailerons are moved by rotation of the steering wheel.

It is intended that this steering wheel should be the same one which is utilized to guide the front wheels .of the automobile section and that the foot pedals should be the same ones provided to control automobile movement as to apply the clutch and brake when the automobile section is being driven upon a, road. However, the invention is not limited in this respect as the steering wheel and foot pedals may be ones especially provided to move the flight control surfaces. It is intended, however, that this steering wheel and pedals should be in the cab of the automobile section and that this cab should constitute the pilots cabin of the completed airplane. Moreover, the invention is not limited to manipulation of the ailerons, rudder and elevators as it may be applied as well to other movable members as flaps, slots, spoilers, stabilizers and trimtabs. The mechanism of the invention may also be used to transmit forces between the automobile and airplane sections to move other elements as to retract and lower wheels, and to operate lights.

It has been stated that since the airplane flight control surfaces are upon the airplane section, and the manually operable elements for moving them are in the removable automobile section, some means must be provided to break the force transmitting connections between the control surfaces and the manually operable elements when these sections are separated from each other. The present invention provides means by which these connections are rapidly broken when the sections are separated from each other, or are re-established when the sections are inter locked to each other.

As an important feature of the invention, this means for establishing the force transmitting connections between the automobile and airplane sections is such that the connections are established merely upon the act of bringing the sections together so that no actual manual attachment within the connections themselves is necessary.

With the force transmitting means of the invention, the interconnecting of the automobile and airplane sections causes an automatic alignient of the separate elements of this means so that it is assured that the force applied in the airplane section will be properly transmitted to the automobile section.

Inasmuch as the force transmitting connections between the airplane section and the auto.- mobile section are established by the mere act of bringing the sections together, an important safety benefit is obtained since it is certain that when the sections are rigidly interlocked the force transmitting connections from the manually operable means to the airplane control surfaces will be established.

Moreover, the invention lends itself to any degree of duplication so that additional manually movable elements within the automobile section will operate elements in the airplane section when the sections are brought together, and all of the force transmitting connections between the sections will be established irrespective of their number when the automobile and airplane sections are interlocked.

Other features of the invention will be evident from the following description and from the drawings which disclose a preferred structural embodiment of the invention.

In the drawings:

Figure 1 is a side elevation of the airplane as it appears when the automobile and airplane sections are assembled for flight, the covering material being broken away to show certain structural elements of the invention;

Fig. 2 shows the automobile section removed from the airplane section and the airplane section in its self-sustaining position;

Figure 3 is a perspective of the airplane, the covering material and supporting structure being removed to show the cable interconnections;

Figure 4 is a plan of the separable force transmitting mechanism of the invention;

Figure 5 is a section on the line '55 of Figure'fl, on an enlarged scale;

Figure 6 is a section on the line 6-6 of Figure 4, on an enlarged scale;

Figure 7 is a section on the line 1'l of Figure 4, on an enlarged scale;

Figure 8 is a section on the line 8-8 of Figure 4, on an enlarged scale;

Figure 9 is a schematic representation of a modified form of separable force transmitting mechanism; and

Figure 10 illustrates a further modification of the invention.

Referring first to Figure 1, the automobile section I of the airplane appears at the left of the vehicle, and the airplane section 2 appears at the right of the vehicle. In Figure 1, these two sections are combined for flight, and in Figure 2 they are separated from each other so that the automobile section may be driven independently as a unit for road travel. When the automobile section is used as a unit the airplane section 2 is left behind.

The airplane section 2 includes lifting wings 3 at its forward portion and at the trailing edges of these wings are the usual ailerons 4 and 4a. At the rear of the airplane section are the usual control surfaces, and these include the rudder 5 and the elevators 6. Beneath these tail surfaces is a tail wheel I.

When the airplane section is attached to the automobile section, as shown in Figure 1, the airplane section is supported as a cantilever as shown in Figure 1. The means for attaching these sections together and by which the sections may be released from each other constitute no part of the present invention, and consequently are not shown in detail. A suitable interconnecting means is disclosed in application Serial No. 580,844, filed herewith. When this interconnecting means is released and the sections are separated from each other, the airplane section must be self-supporting, and to accomplish this it is provided with wheels 8 beneath the forward wings.

Just prior to the time that the airplane section is separated from the automobile section, the wheels 8 and the tail wheel I are moved downwardly into contact with the ground. The means by which the wheels I and 8 are moved downwardly are not a part of the present invention, and therefore are not here described in detail, but suitable means is disclosed in application Serial No. 580,843, filed herewith. These wheels 1 and 8 support the airplane section in the same position which it would occupy if it were attached to the automobile section so that separation of the sections and their reconnection is facilitated.

The automobile section I includes the front wheels 10 and the rear wheels II. It also includes a motor to which the propeller I3 may be attached for air travel, as shown in Figure 1, or from which it may be removed for road travel, as shown in Figure 2. A steering wheel l4 within the cab portion of the automobile section is provided so that the front wheels I may be turned to guide the automobile during road travel, or so that the ailerons 4 and-4a of the airplane section may be moved during air travel. This steering wheel I4 is movable back and forth in an axial direction, and this movement is intended to move the elevators 5 to control flight of the airplane. The details of construction of a suitable steering mechanism and the means by which the operation of the steering wheel may be changed, if such a change is desired, from control for road travel or to control for air travel is disclosed in application Serial No. 580,845, filed herewith.

Within the cab and accessible to the operator are foot pedals i5 and I6. During air travel these pedals are operated to move the rudder 5 at the rear end of the airplane section, and during road travel one or more of them may be utilized to control the automobile section movement, as to operate the clutch and brake. The details of construction of a suitable pedal mechanism and the means by which this action of the foot pedals may be modified for road travel or for air travel if this is desired, is disclosed in application Serial No. 580,846, filed herewith.

As has been pointed out, since the steering wheel I4 and the pedals l5 and I3 are in the automobile section, and the control surfaces 4. 5 and 6 to be moved thereby are in the airplane section, and inasmuch as the force transmitting connections between these manually operable elements and the control surfaces must be broken when the sections are separated, it is important that means be provided for permitting sucha break in the connections. As here shown, this break occurs at the meeting zone between the sections.

Considering first the force transmitting connections between the rudder 5 at the tail end of the airplane section and the foot pedals l5 and I 6, the rudder 5 is directly moved by cables 3 and I9 connected to the opposite arms of a double bracket 11 extending on opposite sides of the rudder 5. In an airplane that did not have separable airplane and automobile sections the cables l8 and I9 ordinarily would be directly connected to the pedals l5 and I6 respectively. Thus the cables 20 and 2| which are connected to the pedals I5 and I6 might, in fact, be forward integral parts of cables [8 and I9 respectively. However, in accordance with the invention there is no direct interconnection between cables l8 and 20 on the one hand, and I9 and 2| 0n the other hand, but movement of cables 29 and 2| under the action of foot pedals l5 and I6 is caused to correspondingly operate cables l8 and I9 by the pressure or force transmitting means of the invention.

This force transmitting means includes a pressure plate 23 which, as will be explained in detail, is connected to cable I9, a pressure plate 24 which is connected to cable 2|, a pressure plate 25 which is connected to cable 18, and a pressure plate 26 which is connected to cable 20. As appears from Figures 1 and 2, pressure plates 24' and 2B are carried at the rear portion of the automobile section and pressure plates 23 and 25 are carried at the forward portion of the airplane section. When the automobile and airplane sections are interlocked together, the plates 23 and 24 are in face-to-face contact with each other and serve to transmit forces directly from cable 2| to the cable [9. In like manner plates 25 and 26 are in face-to-face contact with each other when the airplane and automobile sections are interlocked together and serve to transmit force directly between cables 29 and 18.

As the plates 23 and 25 may separate from plates 24 and 26, respectively, without in any way impairing the attachment of each of these plates to its particular cable, the separation of the automobile and airplane sections may be accomplished without attention being given to these force transmitting elements. After separation of the sections the plates 23, 24, 25 and 26 remain attached to their cables as prior to separation of the sections.

The means by which the plates 23 and 25 are attached to and operated by the cables l9 and I 8 is best shown in Figures 4 and 5. Plate 23 is connected to the end of a square push shaft 21 so that it is perpendicular to the axis of this shaft. For lightness, this shaft is made hollow. Shaft 21 is guided in its back and forth movement by passing through aligned openings 28 and 29 on opposite sides of a box-like support 3|].

The openings 28 and 29 are larger than the square shaft 21 and a bearing support for the shaft 21 is provided by means of strips 32 and 33 which are aflixed by bolts 34 to the wall having therein the openings 28. Similar strips 35 and 35 are attached by bolts 31 to the wall of support 39 having the opening 29 therein. The strips 32, 33, 35 and 36 have square notches to receive the push shaft 21, and when the strips of each pair are brought together around shaft 21, as best shown in Figure '7, they constitute a bearing support on all four sides of the shaft 21.

The push shaft 21 therefore bears upon these broad bearing strips 32, 33, 35 and 35 in its endwise movement, and not upon the thin wall section of the support 30. As the shaft 2'! is square and the openings in the bearing strips constitute a square, the shaft 21 cannot rotate but can only move endwise. These bearing strips are preferably made of a low friction material as Bakelite.

At the nd of the push shaft 21 opposite from the plate 23 is a depending arm 38. Connecting links 39 are on opposite sides of the lower end of the depending arm 38 and are pivoted to it by a pin 49. One end of a turnbuckle 4| is between the links 39 and pivoted to them by a pin 42, and this turnbuckle 4| at its other end is connected to the cable 19. A pull upon the cable l9 will therefore draw the presser plate 23 toward the box-like support 39.

The depending cable-attaching arm 38 is adjustable endwise relative to the square shaft 21. To accomplish this the arm 38 is made a part of a bracket 43 of inverted U-shape. The arm 44 of bracket 43 has a square opening therein to receive the square shaft 21 and prevent rotation of bracket 43. A bolt 45 affixed to the end of shaft 21 passes through an opening in arm 38 and nuts 46 are threaded on the bolt 45 on opposite sides of arm 38. By adjusting nuts 46 the arm 38 will be shifted endwise of the square shaft 21.

The cable !8 is connected to the presser plate 25 by a construction similar to that which has been described. This includes a square push shaft41 at the rearward end of which is at- 7 tached a bracket 48 similar to bracket 43. Cable |8 is connected to the bracket 48 through a turnbuckle 49 and links 50.

In order to maintain the cables IB and I9 taut so that movement of one will cause movement of the other, an interconnecting link is located between the cables |8 and I9. In accordance with the present invention this includes a cable one end of which is attached by pin 52 to the ends of the connecting links 39 opposite from turnbuckles 4|. The other end of cable 5| is attached by a pin to the connecting links 50. Between its ends the cable 5| passes over a pulley 53 which is rotatably mounted upon a bolt 54 supported in the bottom wall of the box-like support 39. A washer 55 upon the bolt 54 spaces the pulley 53 away from this bottom wall of the support 39. As appears from Figure 8, opening 29 for shaft 21 extends low enough to permit the passage of one .end of cable 5| and the opening for shaft 4'! also accommodates the other end of cable 5|.

The bolt 54 also passes through a bracket 55 which is located along the box-like support 39 at .this point. This bracket 56 affords an additional support for bolt 54 and also serves as a means of attaching the support 39 to a frame bar 51 of the fixed framework. Bolts 31 pass through bracket 56, as is shown in Figure 6.

As appears from Figures 5 and 6, the box-like support 38 is made from sheet metal material formed into a channel shape. The bolt 54 passes through the bottom wall of this channel and the openings 28 and 29 are in the opposite walls of the channel. The upper ends 58 of this material are turned. inwardly to provide an attachment portion for the cross-ties 59. This channelshaped support 39 is long enough to accommodate a large number of push shafts as appears from Figure 4. A plurality of brackets similar to bracket '56 are spaced along the support 30 to attach it to frame bar 51.

From Figure 4 it is apparent that the cable l9, links 39, cable 5!, links 59, and the'cable l8 constitute a direct looped connection to the opposite arms of the lever ll of the rudder 5. The turnbuckles Iii and 49 may be drawn tight so that the cables l3, l9 and 5| are taut at all times and movement of the one will cause movement of the others and also movement of rudder 5. The square push shaft 27, by means of its bracket 43, is connected to a forward extension of cable |9 to provide a force transmitting take-off from cable IS. A similar relationship is true of pusher plate 25 and push shaft i1 as they constitute the force take-off means with respect to the cable Hi.

If the pressure plate 23 is pushed upon by plate 24 toward support 39, cable 5| will thereby be drawn around the pulley 53 by links 39 in such a manner as to pull upon the connecting links 59, the turnbuckle 49 and the cable l8 to thereby move the rudder. Such movement of the connecting links 50 carries with it the push shaft 4! and pressure plate 25 so that the pressure plate 25 moves forwardly against plate 26 in an opposite direction from the direction in which pressure plate 23 is moving. The movement of rudder 5 under the pull of cable i8 will cause a pull upon cable l9 so that cable i 9 will follow along with the movement of links 39.

A movement of pressure plate 25 in an opposite direction, that is, towards the support 39, will cause a pull upon the cable l9 through the action of the connecting cable 5| to thereby move the rudder 5 in the opposite direction. Simultaneously therewith the pressure plate 23 will be moved in an opposite direction from that in which the pressure plate 25 moves. The rudder 5 will pull upon the cable If; so that it will follow the motion of links 50.

Pressure plate 24 is connected to cable 2| by means similar to that by which cable I!) is connected to plate 23, except for a reversal of their positions. This connection includes a push shaft 69, adjusting bracket 6|, connecting links 62 and a turnbuckle 63. Pressure plate 26 is in like manner connected to cable 29 through a push shaft 64, adjusting bracket 65, connecting plate 66, and a turnbuckle iii. A cable 68 (Figure 4) is connected to the links 62 and 66 and passes around a pulley 69. Cable 66 therefore serves to tie together the cables 29 and 2| and causes movement of one of the plates 24 or 26 to move in the opposite direction from the movement which is imparted to the other one of these pressure plates 24 and 26.

The push shafts 69 and 64 and the pulley 69 are mounted in a box-like support "H which is similar in construction to support 3|]. This support H is attached to a bar 12 of the automobile fixed framework. As appears from Figures 1 and 2, the supports 30 and H are so located in the automobile section and airplane section 2 vthat when the sections are interconnected the pressure plates in the airplane section will just contact the cooperating pressure plates in the automobile section. In neutral position, the automobile pressure plates lie just inside an opening i l (Figure 2) in the rear wall 15 of the automobile body. If desired a thin flexible sheet, as of rubber, may be afiixed to wall 15 over opening 24 to prevent entry of dirt and this sheet should be flexible enough so that it may remain in place at all times without resisting movement of the pressure plates. The turnbuckles 42, 39, 63 and El and the adjustable brackets 43, 48, 6| and 65 permit the movement of the rudder 5, foot pedals l5 and i5, and the pressure plates 23, 24, 25 and 2'5 to a neutral position with the pressure plates in light contact with each other.

When the airplane and automobile sections are assembled, therefore, a pressure, for example, upon the pedal l6 will exert a pull on the cable 2| and will draw the pressure plate 24 towards the support ll. This will cause a movement of pressure plate 26 away from the support 1| due to the interconnection established by cable 68. Pressure plate 26 will therefore bear upon the pressure plate 25 to exert a pull upon cable 5| which, in turn, will exert a pull upon the cable l9. This pull upon the cable l9 will carry with it the push shaft 21 so that the pressure plate 23 attached thereto will follow along with the pressure plate 24 as though there were, in fact, a connection between the pressure plates 23 and 24 by which plate 23 is drawn along with plate 24. Downward pressure upon the pedal 6 will therefore pull upon the cable I9 to turn the rudder 5 in the desired direction in the same manner that this would be performed if cables I9 and 2'| were one cable.

Pressure upon the pedal |5 causes movement of rudder 5 in the opposite direction in a manner similar to that which has been described. Also, the forces exerted in either direction upon the rudder 5 by air pressure will be transmitted forwardly to the foot pedals, through the force transmitting means which have been described. Because of this the pilot can feel the effect of pressure on the rudder 5 in the same manner that he would if cables l8 and I 9 were connected directly to the pedals I and I9.

The forces resulting from rotational movement of the steering wheel I4 are applied to move the ailerons 4 through force transmitting mean which are identical with the force transmitting means which have been described with reference to the foot pedals and the rudder. In the schematic representation of Figure 3, the steering wheel I4 is shown attached to a square shaft 89 which passes through a square opening in a block 8|. To opposite sides of the block 84 are attached cables 82 and 83, respectively. Rotation of the wheel I4 therefore pulls upon one of the cables 82 and 83. The shaft 89 can be moved back and forth through the block Si in the usual manner.

Cables 82 and 83 have turnbuckles therein and are joined by a cable similar to cable 93 and which passes around a pulley 84 (Figure 4) rotatably mounted in the support I I. A push shaft 85 is connected to cable 83 and a push shaft 8'9 is connected to cable 82 through adjustable brackets similar to brackets BI and 65. A pressure plate 81 is carried at the end of push shaft 85 and a pressure plate 88 is carried at the end of push shaft 86. The push shafts 85 and 89 are mounted for endwise movement in the support II in the same manner that push shafts 69 and 64are mounted.

Pressure plate 81 bears against a pressure plate 9| which is attached to a push shaft 92. Pressure plate 88 bears against a pressure plate 93 which is attached to the end of a push shaft 94. These push shafts 92 and 94 are mounted for endwise movement in the support 39 similar to the mounting of push shafts 21 and 41.

A cable 95 is connected to the push shaft 92 and also to the upper arm of a lever 96 (Figure 3) secured to aileron 4. A cable 91 is attached to push shaft 94 and also to the upper arm of a lever 98 connected to the aileron 4a. A cable 99 is connected to the lower ends of the levers 99 and 99 and this cable will tie the ailerons 4 and 4a together so that they will move in opposite directions. There are turnbuckles in cables 95 and 91 corresponding to turnbuckles 4| and 49.

The ends of cables 95 and 91 to which are attached the push shafts 92 and 94 are joined together by an interconnecting cable which passes over pulley I99 rotatably mounted in the support 39. This interconnecting cable is attached to the cables 95 and 91 in the ame manner that interconnecting cable 5| is attached to cables I8 and I9. Also, push hafts 92 and 94 are attached to cables 95 and 9'! through adjusting brackets similar to adjusting brackets 43 and 48.

Rotation of the wheel I4 in such a direction as to pull on the cable 82 will therefore cause a movement of the pressure plate 81 away from the support II to push upon the pressure plate 9|. Such movement of the pressure plate 9! toward its support 39 will cause a pull upon the cable 91 and this will move the aileron 4a. The other arm of lever 98 of aileron 4a will pull upon the cable 99 to turn the lever 99 and thereby move the aileron 4.

Rotational movement of the wheel I4 in the opposite direction, that is to exert a pull upon the cable 83, will cause movement of the ailerons 4 and 4a in the opposite directions. The forces exerted upon the ailerons 4 and 4a by air pressure will be transmitted back to the wheel I4 10 through the force transmitting connections which have been described and the pilot can consequently feel the changes in air pressure on the ailerons. Therefore, the cables and 91 function as though they were directly connected to the opposite arms of the block 8|.

Back and forth movement of the wheel I4 carries with it an arm I92 (Figure 3) within which the shaft 89 may rotate. A cable I93 is connected to one side of arm I92 and a cable I94 is connec-tedto the other side of arm I92. Cable I93 is attached to a push shaft I99 (Figure 4) to the end of which is secured a pressure plate I96. Cable I94 is attached to a push shaft I9! to which is secured a pressure plate I98. An interconnecting cable between cables I93 and I94 passes around a pulley I99. Push shafts I95 and I9! and pulley I99 are mounted in support II in the same manner that the other corresponding elements are mounted.

Pressure plate I96 bears against a pressure plate III which is carried by a push shaft H2 and to this push shaft is attached a cable I I3. Pressure plate I98 bears against a pressure plate I I4 which is .carried by a push shaft H5 and to this push shaft is attached a cable II6.

Cables H3 and H9 are attached to the opposite arms of a lever II! which is connected to the elevators 6 to move them. Cables H3 and H6 are interconnected by a cable which passes around a pulley II8 rotatably mounted in support 39.

If the wheel 49 is urged away from the pilot a pull will be exerted upon the cable I94 and this will cause the pressure plate I96 to bear and push the pressure plate II I. This movement will exert a pull upon the cable IIB to thereby move the elevators 6 so as to cause a descent of'the airplane. If the wheel I4 is withdrawn by the pilot the rudder will be moved in an opposite direction due to a direct pull upon cable I93 and a pull upon cable II3 due to pressure of plate I93 against plate II4.

When the automobile and airplane sections are interlocked therefore the force transmitting means of the invention will automatically establish an operating connection between the flight control surfaces on the airplane section 2 and the manually operable means on the automobile section I. When it is desired to remove the au tomobile section for road travel, the force transmitting means of the invention does not interfere in any way with the separation of the sections and requires no manual manipulation or attention as the cooperating, opposing plates, merely withdraw from each other.

In the arrangement which has been described, the separation within the force transmitting means occurs upon a longitudinal separation between the airplane and automobile sections. The invention is not limited in this respect as it is apparent that the force transmitting means may be disposed in any direction. Thus in other situations it may be disposed vertically so that upon a vertical separation between the sections carrying the two parts of the force transmitting means the separation will likewise occur within this means. Likewise, the force transmitting means may be disposed so that upon lateral removal of a section carrying one part of the means, the necessary separation within the force transmitting means will occur.

The invention has been described here with particular reference to an airplane having a section which can be removed and used as an automobile for road travel. However, the invention 11 is not limited to this use as it may as well be used with an amphibious airplane having a section which may be removed and used as a boat. Other similar applications of the invention will be apparent.

In the modification of Figure 9, the foot pedals I23 and I2I are directly attached to opposite spans of a looped cable I22. The cable is looped around pulleys I23 and I24 which are spaced from the pedals sufiiciently far to not interfere with the pedal movement. Also, the pulleys I23 and I24 are spaced far enough apart to deliver the cable spans in parallel relation to the pedals I20 and One end of cable I22 is attached to the lower end of a lever I25. The upper end of lever I25 is forked and a roller I25 is rotatably mounted between the forked ends. This forked end constitutes a laterally projecting portion of lever I25 to carry the roller I26 to the rear of the central portion of the lever.

The other end of cable I22 is attached to the lower end of a lever I21. This lever I21 is a duplicate of lever I25 and at its upper end is rotatably mounted a roller I28. Levers I25 and I21 are pivotably mounted upon a pivot rod I29.

Roller I23 is in contact with a roller pad [3| carried by a lever I32, and roller I28 is in contact with a roller pad I33 carried by a lever I34. Lever I32 and lever I34 are pivoted upon a pivot rod I35 which is parallel to pivot rod I29. Pressure of roller I26 against pad I3I therefore causes lever I32 to pivot, and pressure of roller I28 against pad I33 causes lever I34 to pivot.

The lower end of lever I32 is connected by a cable I36 to one side of a lever I31 attached to rudder a. The lower end of lever I34 is connected by a cable I38 to the other side of the lever I31. The cables I36, I38 and I22 are drawn sufliciently tight to maintain rollers I26 and I28 in contact with pads I3I and I33 and turnbuckles preferably should be located in these cables to bring the elements to a simultaneous neutral position.

Pressure for example upon foot pedal I23, pulls upon lever I21 and applied roller I28 against pad The consequent pivoting movement of lever I34 pulls upon cable I 38 and causes rudder 5a to turn. This turning of rudder 5a pulls upon cable I33 and pivots lever I32 to apply pad I31 against roller I26. The resultant pivoting of lever I25 causes a pull upon cable I22 to maintain it taut. Foot pedal I2I consequently moves in a direction which is opposite to that in which pedal I23 was urged.

If foot pedal I2! is pressed upon the reverse movement occurs. It will therefore be seen that the cables of the system remain taut constantly and cables I36 and I38 move as though they were integral end extensions of cable I22.

The pivot rods I29 and I35 are intended to be carried by separable sections as the automobile and ariplane sections of Figures 1 and 2. Separation of these sections results in withdrawal of rollers I23 and I28 from pads I3I and I33 so that the separation may be accomplished without any attention being given to this force transmitting system.

In the arrangement of Figure a push-pull rod I43 is attached to one end of a lever I4] pivotally mounted upon a rod I '42. At one end of lever i-II is a rotatably mounted roller I43 and at its other end is a pad I44.

In contact with roller I43 is a pad I45, and in contact with pad I44 is a roller I46. Pad I45 and roller I43 are carried by a lever I41 pivoted 12 upon a rod I48. To the lower end of lever I41 is attached a push-pull rod I49.

In use, the push-pull rod I34 may be attached to pin 4! of Figure 6 of application Serial No. 580,847, filed herewith, so that rod I40 will be moved back and forth by the pedal movement. The push-pull rod I49 may be connected to one arm of the lever I31 of Figure 9 to turn the rudder in both directions.

A push or a pull upon rod I40 will therefore exert a corresponding push or a pull upon rod I49 and these two rods will therefore move in unison as though they were integral. As pivots I42 and I43 are intended to be attached to separable sections, it is apparent that this force transmitting means will not interfere with the separation of the sections. 7

Instead of the push-pull rod I40, a cable as I22 in Figure 9 may be used and its two ends Will be attached to lever MI and I5I, and at the point of attachment of rod I40. In like manner. cables as I36 and I33 may replace the push-pull rod I49 and they may be attached to lever I41 at I52 and at the point of attachment of rod I49.

What is claimed is:

1. An airplane including an earth-bound section having therein a manually movable device, an airplane section separable therefrom and having an element to be moved upon movement of said device, and a connection between said device and said element to transmit operating forces therebetween, said connection including a pair of cables attached to said device to be alternatively moved thereby upon reversed manual operation of said device, an interconnection between the other ends of the cables to maintain them taut, a pair of members mounted for reciprocating movement in the earth-bound section at its meeting zone with the airplane section, said members have an attachment to the respective cables so that the one moves in the opposite direction from the other, another pair of pressure members mounted for reciprocating movement in the airplane section in position to cooperate with the first pair of members when the sections are interlocked together, another pair of cables connected at one of their ends to said element to move alternatively upon reversed movement of said element, and an interconnection between the other ends of said cables to maintain them taut, said other pair of members having an attachment to the respective cables so that the one moves in the opposite direction from the other, the first pair of members being withdrawable from said other pair of members upon separation of said sections and said cooperating members serving to transmit forces therebetween to cause simultaneous movement of said device and said element.

2. An airplane including an earth-bound section having therein a manually movable device, an airplane section separable therefrom and having an element to be moved upon movement of said device, and a connection between said device and said element to transmit operating forces therebetween, said connection including a pair of cables attached to said device to be alternatively moved thereby upon reversed manual operation of said device, a cable looped between the other ends of said pair of cables in a direction away from said device, to maintain them taut, a pair of members mounted for reciprocating movement in the earth-bound section at its meeting zone with the airplane section, said members having an attachment to the respective cables so that the one moves in the opposite direction from the 13 other, another pair of pressure members mounted for reciprocating movement in the airplane section in position to cooperate with the first pair of members when the sections are interlocked together, another pair of cables connected at one of their ends to said element to move alternatively upon reversed movement of said element, and a cable looped between the other ends of said other pair of cables in a direction away from said element to maintain them taut, said other pair of members having an attachment to the respective cables so that the one moves in the opposite direction from the other, the first pair of members being withdrawable from said other pair of members upon separation of said sections 15 2,215,003

and said cooperating members serving to transmit forces therebetween to cause simultaneous movement of said device and said element.

ROBERT E. FULTON, J R.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 2,373,467 Frakes Apr. 10, 1945 1,708,373 Weymouth Apr. 9, 1929 1,720,421 Loudy July 9, 1929 Johnson Sept. 17, 1940 

